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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2023-1054; Project Identifier MCAI-2022-01513-G;
Amendment 39-22531; AD 2023-17-05]
RIN 2120-AA64
Airworthiness Directives; Schempp-Hirth Flugzeugbau GmbH Gliders
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD)
for all
Schempp-Hirth Flugzeugbau GmbH (Schempp-Hirth) Model Ventus-2a and
Ventus-2b gliders. This AD is prompted by reports of the uncommanded
extraction of the airbrakes on one or both wings, possibly resulting in
reduced control of the glider. This AD requires repetitively inspecting
airbrake bell cranks and airbrake drive funnels for cracking,
repetitively inspecting the clearance of the airbrake control system,
and taking corrective action as necessary. This AD also requires
modifying the airbrake system, which is terminating action for the
repetitive inspections. The FAA is issuing this AD to address the
unsafe condition on these products.
DATES: This AD is effective October 12, 2023.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of October 12,
2023.
ADDRESSES:
AD Docket: You may examine the AD docket at regulations.gov under
Docket No.FAA-2023-1054; or in person at Docket Operations between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays. The AD
docket contains this final rule, the mandatory continuing airworthiness
information (MCAI), any comments received, and other information. The
address for Docket Operations is U.S. Department of Transportation,
Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200
New Jersey Avenue SE, Washington, DC 20590.
Material Incorporated by Reference:
For service information identified in this final rule,
contact Schempp-Hirth Flugzeugbau GmbH, Krebenstrasse 25, Kirchheim
unter Teck, Germany; phone: +49 7021 7298-0; email: info@schempp-hirth.com;
website: schempp-hirth.com.
You may view this service information at the FAA,
Airworthiness Products Section, Operational Safety Branch, 901 Locust,
Kansas City, MO 64106. For information on the availability of this
material at the FAA, call (817) 222-5110. It is also available at
regulations.gov under Docket No. FAA-2023-1054.
FOR FURTHER INFORMATION CONTACT: Jim Rutherford, Aviation Safety
Engineer, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590;
phone: (816) 329-4165; email: jim.rutherford@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to all Schempp-Hirth Model
Ventus-2a and Ventus-2b gliders. The NPRM published in the Federal
Register on June 9, 2023 (88 FR 37807). The NPRM was prompted by AD
2022-0229, dated November 28, 2022, issued by the European Union
Aviation Safety Agency (EASA), which is the Technical Agent for the
Member States of the European Union (referred to after this as the
MCAI). The MCAI states that permanent excessive loads on the automatic
connections of the airbrake control system can cause damage to the
drive funnels in the fuselage and to the airbrake bell cranks at the
root ribs of the wings. The MCAI requires repetitively inspecting the
airbrake bell cranks and drive funnels for damage, inspecting the
airbrake control system for clearance, taking corrective actions if
necessary, and modifying the airbrake control system by replacing the
airbrake bell cranks with reinforced airbrake bell cranks and replacing
airbrake drive funnels with reinforced drive funnels. The MCAI states
that this modification is terminating action for the repetitive
inspections.
In the NPRM, the FAA proposed to require repetitively inspecting
airbrake bell cranks and airbrake drive funnels for cracking,
repetitively inspecting the clearance of the airbrake control system,
and taking corrective action as necessary. The FAA also proposed to
require modifying the airbrake system, which is terminating action for
the repetitive inspections. This condition, if not detected and
corrected, could lead to the uncommanded extraction of the airbrakes on
one or both wings and result in reduced control of the glider. The FAA
is issuing this AD to address the unsafe condition on these products.
You may examine the MCAI in the AD docket at regulations.gov under
Docket No. FAA-2023-1054.
Discussion of Final Airworthiness Directive
Comments
The FAA received no comments on the NPRM or on the determination of
the costs.
Conclusion
These products have been approved by the aviation authority of
another country and are approved for operation in the United States.
Pursuant to the FAA's bilateral agreement with this State of Design
Authority, it has notified the FAA of the unsafe condition described in
the MCAI referenced above. The FAA reviewed the relevant data and
determined that air safety requires adopting this AD as proposed.
Accordingly, the FAA is issuing this AD to address the unsafe condition
on these products. Except for minor editorial changes, this AD is
adopted as proposed in the NPRM.
Related Service Information Under 1 CFR Part 51
The FAA reviewed Schempp-Hirth Technical Note 349-43, dated August
9, 2022, which specifies procedures for inspecting the automatic
airbrake control connections, including the airbrake bell cranks, for
any crack or damage at the welding seams, the airbrake drive funnels
for any crack or damage at the welding seams, and the clearance of the
airbrake control system, and modifying the airbrake control system by
replacing airbrake bell cranks with reinforced airbrake bell cranks and
replacing airbrake drive funnels with reinforced drive funnels.
The FAA also reviewed Schempp-Hirth Working Instruction for
Technical Note 349-43, dated August 9, 2022 (Schempp-Hirth Working
Instruction TN 349-43), which specifies procedures for inspecting the
clearance of the airbrake control system in the wings, inspecting the
airbrake bell crank and airbrake drive funnel to determine if a
reinforced airbrake bell crank and a reinforced airbrake drive funnel
are already installed, replacing any airbrake bell crank that is not
reinforced with a mounting plate having a reinforced airbrake bell
crank attached, replacing any airbrake drive funnel that is not
reinforced with a reinforced airbrake drive funnel, checking the
control system of the wings after installation of any reinforced parts,
and adjusting the control system as necessary. This service information
also specifies contacting the manufacturer if it is determined that
there is interference among the components of the airbrake control
system and adjustments to the airbrake control system are needed.
This service information is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in ADDRESSES.
Differences Between This AD and the MCAI
Schempp-Hirth Working Instruction TN 349-43 specifies to contact
the manufacturer if it is determined that there is interference between
the components of the airbrake control system and adjustments to the
airbrake control system are needed. This AD requires doing those
adjustments in accordance with a method approved by the FAA; EASA; or
Schempp-Hirth's EASA Design Organization Approval (DOA). If approved by
the DOA, the approval must include the DOA-authorized signature.
Schempp-Hirth Working Instruction TN 349-43 specifies to purchase a
new mounting plate with a reinforced airbrake bell crank installed from
the manufacturer or its international representative. This AD does not
specify the source from which new parts should be purchased.
Costs of Compliance
The FAA estimates that this AD affects 32 gliders of U.S. registry.
The FAA estimates the following costs to comply with this AD:
Estimated Costs
| Action |
Labor cost |
Parts cost |
Cost per product |
Cost on U.S. operators |
| * Inspect airbrake bell cranks
and drive funnels |
4 work-hours x $85 per hour =
$340 |
$0 |
$340 per inspection
cycle |
$10,880 per inspection
cycle |
| * Inspect clearance of
airbrake control system |
4 work-hours x $85 per hour =
$340 |
0 |
$340 per inspection
cycle |
$10,880 per inspection cycle |
| Replace airbrake bell cranks
and drive funnels
|
8 work-hours x $85 per hour =
$680 |
1,000 |
$1,680 |
$53,760 |
* The cost estimates provided for
the inspection of the airbrake bell cranks and drive funnels and the inspection
of the airbrake control system clearance are for the first occurrence.
If no cracks are found, then the inspection is repeated at intervals not
to exceed 100 hours time-in-service. The replacement of the bell cranks
and drive funnels occurs if any cracking is found during the inspection
(on-condition) or within 12 months (required action), whichever occurs
first.
The FAA estimates the following costs to do any necessary actions
that will be required based on the results of the inspection. The
agency has no way of determining the number of gliders that might need
this action:
On-Condition Costs
|
Action
|
Labor cost
|
Parts cost
|
Cost per
product
|
| Replace airbrake bell cranks
and drive funnels |
8 work-hours x $85 per hour =
$680 |
$1,000
|
$1,680
|
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
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